Internal-combustion engine.



P. G. TYGARD.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 2 1910 RENEWED DEU.20,1913.

130L382 Patented Aug.1 8, 1914.

4 SHEETS-' SHEET 1.

P. G. TYGARD. INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG. 2, 1910 RENEWED DEG. 20, 1913.

1,107,382 Patented Aug. 18, 1914.

4 SHEETS-SHEET 2 F. O. TYGARD.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG,2,1910v RENEWED DEO.20,1B13.

Patented Aug. 18, 1914.

4 SHEETS--SHEBT 3v 7 momsa Qvifncaacs F. G. TYGARD.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 2, 1910. RENEWED DBO. 20, 1913.

L1K382 Patented Aug. 18, 1914.

4 SHEETS-SHEET 4.

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MEVQM.

' H'ocncu FREDERICK COLLIER TYGARD, 0F PITTSBURGH, PENNSYLVANIA.

INTERNAL COMBUSTION ENGINE.

Application filed August 2, 1910, Serial No. 575,169. Renewed December 20, 1913.

To all whom. it may concern Be it known that I, FREDERICK (l. T YGARD, a citizen of the United States of America. and resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to certain new and useful improvements in internal combustion engines of the reciprocating type, and it has for its objects to provide an nnproved internal combustion engine having as its basic feature orprinciple, the division of a combustible charge, with suitable means for the introduction, of the charge into a cylinder, compressing said charge to the desired pressure, and transferring a portion of the same to an adjoining chamber, and igniting, expanding and exhausting the remaining portion in said cylinder, and then retransferring the first portion of said charge to the same or adjoining cylinder or cylinders, where it is ignited, expanded and exhausted.

I have found that the above cycle of operations workspreferably in three cylinder using the ordinary four stroke cycle, and the intermediate cylinder expanding and exhausting the charges transferred alternately from the first and third. cylinders. By this cycle of operation, the charges are reduced to atmospheric pressure, rendering the exhaust noiseless and thereby utilizing the largest proportion of the energy of fuel not lost in radiation. By my novel construction the three cylinders have the same number of impulses per revolution as four cylinders of the four cycle type; that is, I obtain four impulses from three cylinders at each two revolutions of the crank shaft and thereby gain practically the advantages of one cylinder over the usual four cylinder type engine. I am enabled to employ small firing chambers which tends to reduce the heat and am enabledto expand to nearly double the volume, this depending upon the relative size of the intermediate cylinder.

,I employ a single valve common to all of the cylinders and constructed and connected up to run at substantially one-half the speed of. the crank shaft whereby the cycle is effected and puppet valves and their cooperating cams, lifters and springs are entirely eliminated. My construction also permits of the building of air cooled cylinders of Specification of Letters Patent.

Patented Aug. 18, 1914.

Serial No. 808,046.

larger diameter than the former types and permits of compactness and simplicity of the arrangement of the parts, as well as the employment of simple means for changing the time of opening and closing of the ports while the engine is in operation.

Other objects and advantages of the invention will hereinafter appear and the novel features thereof will be particularly pointed out in the appended claims.

The invention is capable of embodiment in a variety of forms, that herein illustrated being what I at the present time consider the most preferable.

The invention, in its preferred form, is clearly illustrated in the accompanying drawings, which, with the numerals of ref erence marked thereon,- form a part of this specification, and in which- Figure 1 is a substantially central longitudinal section through the engine with parts in elevation illustrating my improvement. Fig. 2 is a section on the line 22 of Fig. 1, looking in the direction of the arrows. Fig. 3 is a section on the line -33 of Fig. 1, looking in the direction of the ar rows. rotary valve removed. Fig. 5 is a cross section on the line 55 of Fig. 4, loo-king in the directionof the arrows. Fig. 6 is a cross section on the line 66 of Fig. 4, looking in the direction of the arrows. Fig. 7 is a cross section on the line 77 of Fig. 4, looking in the direction of the arrows. Fig. 8 is a cross section on the line 8-8 of Fig. 4, looking in the direction of the arrows. Fig. 9 is a cross section on the line 9-9 of Fig. 4,.looking in the direction of the arrows- Fig. 10 is a diagrammatic View of the valve seen in Fig. 4, as flattened out. Fig. 11 is a view similar to Fig. 1 showing the application of. the principle to a single cylinder engine. Fig. 12 is a diagrammatic view of the valve employed in connection with thesingle cylinder engine.

Like numerals of reference indicate like parts throughout the several views.

Referring to the drawings, 1, 2 and 3 designate the cylinders in which are mounted to reciprocate the pistons 4, 5 and 6, these latter being of any of the well-known forms of construction.

7 is the crank shaft and 8 the Wheel Fig. 4 is an enlarged elevation of the is made to any particular form of'crank connection, in fact, these elements, as well as others of the machine not specifically defined, may be all of any of the Well-known or approved forms of construction.

16 is the crank case, in this instance shown as in sections united in any well-known manner, as seen at 17 and having the lugs or extensions 18 for attachment to the chassis.

The cylinder casting may be secured to the crank case in any suitable manner, as for instance shown at 19, providing detachability of the parts when desired. The cylinder casting is provided with a suitable jacket, as seen at 20, for reception of a coolin medium, such as Water, as seen at 21, said acket extending around the top of the engine forming a acket 22 for the reception of the cooling medium, as 23, so as to keep the valve cool.

24 is a hollow rotary valve mounted within a suitable tubular valve casing 25 mounted upon the upper ends of the cylinders, as seen clearly in Figs. 1 and 2.

'26 is the inlet for the charge of mixed air and gas, but as the elements pertaining to this, form no part of the present invention, they have not been illustrated, it being deemed sui'licient to show only the end of the pipe through which the supply is delivered.

This valve is designed to be actuated from the crank shaft and to be run at substantially one-half the speed ofthe latter. For this purpose I mount upon the crank shaft 7 a sprocket wheel 27, as seen clearly in Fig. 3, around which passes a chain 28 which, in turn, passes around the sprocket wheel 29 of substantially twice the diameter of the sprocket wheel 27, this chain and sprocket wheel being of any of the well-known types, preferably of that class known as the silent or noiseless type. The sprocket wheel 29 is mounted upon a stub shaft 30 suitably journaled in axial alinement with the valve 24, a suitable clutch 31 being provided, as indicated in Fig. 1. These sprockets and the chain are inclosed within a suitable casing 32, as shown in Figs. 1 and 3, for an obvious purpose. 34 is a spring arranged within an extension 35 of said casing, as seen clearly in Fig. 1, and tending to keep the clutch members normally in engagement. This spring may sometimes be omitted, as seen in Fig. 11. The shaft of the upper sprocket is mounted in ball or roller bearings, as seen at 36, so as to lessen the friction and to prevent the chain from pulling down on the valve,

allowing the said chain to merely drive the valve by reason of the clutch hereinbefore referred to. Suitable oil cups, as seen at 37, in Fig. 1, may be provided for keeping the valve well lubricated. H

The valve 24 is provided intermediate its ends with a partition 38, in this instance substantially midway of the intermediate cylinmenses The valve 24 is provided near one end with the transfer opening 41 and the exhaust opening 42, while at the opposite end and upon the opposite side of the valve there is provided the transfer opening 43 and the exhaust opening 44. Intermediate the exhausts 42 and 44 are the intake openings 45 and 46v adjacent to which is the exhaust openings 47 and 47. The relative disposition of these various intake openings and exhausts will be readily understood upon reference to Figs. 1, 4 and 10.

48 is the manifold intake chamber and 49 the manifold exhaust chamber. From the former there extends the pipes 50 and 51, seen in Figs. 1 and 2, which communicate with the exterior of the valve 24 upon opposite sides of its partition 38. 52., 53 and 54 are pipes which afford communication between the manifold exhaust chamber 49 and the exterior of the valve, the relative location of these parts being best understood upon reference to Fig. 1.

It maysometimes be desirable to give the valve more lead or earlier opening or less lead and later opening of the ports, and while this may be done in a variety of ways, I have chosen to illustrate herein one means for accomplishing this purpose which I have found simple yet efficient. It will be best understood upo'n reference to Figs. 1 and 3, particularly the latter, wherein 55 is a hori zontal shaft suitably journaled in the casing 32 and rigid with this shaft so as to be actuated thereby are the arms 56 and 57 carrying at their outer or free ends respectively the means of which the shaft may be turned. It will thus be seen that by simply turning this arm so as to revolve the shaft in one direction or the other, tension may be put upon either one or the other side of the chain as circumstances may require to change the lead and time of opening of the ports. It is to be understood, however, that the mechanism for bringing about a division of the charge is in no wise restricted to this tension mechanism and no claim is made in this application to the latter, which will form the subject-matter of a subsequent application, but which is herein illustrated merely as an example of one form of eflicient means for accomplishing this purpose.

64 and 65 are inlet and. outlet ports re spectively at the upper end of the cylinder 3.

63 and 62 are intake-and outlet'ports 66 is an enlarged port at the upper end of the cylinder 2 which serves for both the inlet and the. outlet. firsttothe-one cylinder and then to. the other, it being noted thatth'e' ports 45 aud 46 are so disposed that when the one 1s.open to the cylinder 2, the other which is diametrically disposed in the valve s closed, and viceversa.

position to begin the compressing and trans;

for of one portion thereof to the chamber in the valve. The combustible charge isintro duced into the one cylinder, and is then compressed to the desired pressure and a predetermined ortion, say one-half, more or less, istrans erred to the adjoining cylinder, where it is ignited, expanded and the products of combustion expelled or exhausted.

the other half or remaining portion of said charge having been ignited, expanded and the products of combustion expelled or exhausted in thefirst cylinder. The rotation of the valve is to timed as to bring about these results to the best advantage.

It is to be understood that the cylinders are each provided with a sparking plug of usual form, as seen at 67 and also that suitable water connections for the cooling jacket will .be provided, as seen for instance in Fig. 1.

I may sometimes embody substantially the same principle and construction in the one cylinder engine, and such embodiment is illustrated in Fig. 11 wherein the, various partswhich are similar to those in the construction shown in Fig. 1 are designated by similar reference characters with the addi tion of the prime marks, for instance the cylinder is designated 1, the piston 4, the crank shaft 7 etc. The valve is connected up and timed so as to run at substantially one-third of the crank shaft speed. The valve is illustrated diagrammatically in Fig. 12,39 being the cylinder intake, 42' the intake of the valve, 41 the outlet from the valve and 69 and .70 the exhausts.

68 seen in Fig. 11 designates the port in the end of the cylinder for communication at proper times with the transfer port/Q and the retransfer port 41', the valve being shown in Fig. 11 in such position as to bring these ports 41 and 3 8 into register.

From the'foregoing description, it will be 1 'tdlOinclusive I obtain four impulses at each two revolutions of the crank shaft,

while in the single cylinder type I obtain two impulsesfrom each three-revolutions of the crank shaft. there being two impulses in two revolutions of the crank shaft and one complete revolution performing suction;

and compression or no work eifect.

While thestructural embodiment of the device as hereinbefore disclosed is what I at the present time consider preferable, it is evident that the same is subject to changes, variations, and modifications in detail, proportion of parts etc., and I, therefore. do not intend to restrict myself to the details of construction hereinbefore set forth, but reserve the,right to make such changes, variations and modifications .as come properly within the scope of the protection prayed.

What is claimed as new is 1. In an internal combustion'engine of the reeiprocatory type, the combination therein an excessive explosive charge and rotary means for dividing said charge into predetermined parts, one for immediate use in said cylinder and the other separately segregated, for a successive operation.

2. In an internal combustion engine of the reciprocatory type, the combination with a cylinder, of means ofcompressing therein an excessive explosive charge and rotary means for dividing said charge into predetermined parts, one part for immediate use and the other separately segregated for a separate successive operation in the same cylinder.

3. In an internal combustion engine of the reciprocatory type, the combination with a cylinder, of means of compressing therein an excessive explosive charge and rotary means for dividing said charge into predetermined parts, one part for immediate use and the other separately segregated for asuccessive operation in a cylinder.

4. In an internal combustion engine of the reciprocatory type, the combination with a cylinder, of means of compressing therein an excessive explosive charge and means for dividing said charge into predetermined parts, onepart for immediate use and the other separately segregated for a successive operation in a cylinder, and

means for the transfer and retransfer of said segregated portion back to a cylinder.

5. In an internal combustion engine of the .reciprocatory type, the combination gine in which in the forms shown in Figs.

'with a cylinder, of means of compressing with a cylinder of means of compressing thereinan excessive explosive charge,

means for dividing said charge into predetermined parts, one part for immediateuse and the other separately segregated, for a successive operation in acylinder, means for the transfer and retransfe'r of said segregated portion back .to a cylinderfor its ignition, and suitable means to ignite, expand and exhaust said portion.

6. In an internaL' combustion engine of the reciprocatory type, a cylinderadapted to receive an excessive-explosive charge, a piston arranged to compress said charge, means adapted to divide said charge into predetermined parts, means for separately segregating one of said parts .for an immediate succeeding charge in a cylinder, means for tlfe transfer and retransfer of said segregated part and suitable means for separately igniting the same.

o n I 7. In an mternalcombustion engine of.

the reciprocating type, a cylinder adapted to recei e an explosive'mixture, a piston in said cylinder arranged to compress said mixture, means to transfer a portion of said mixture to another chamber, means for igniting, expanding and exhausting the remaining portion, with means to re-transfer the previously transferred unignited portion of the said mixture to a cylinder, and means to ignite, expand, expel or exhaust said portion.

.8. In an internal combustion engine of the reciprocating type, a cylinder adapted to receive an explosive mixture, a' piston in said cylinder arranged to compress said mixture, means for the division and transfer of a portion of said mixture to an adjoining chamber, means for igniting, expanding, and expelling or exhausting the remaining portion of said mixture, together with means for the re-transfer of the'previously compressed, divided and transferred ,unignited portion of said mixture to a cylinder, and means for igniting, expanding, expelling or exhausting the r'e-transferred portion of said mixture.

9. In an internal combustion engine of the reciprocating type, achamber adapted to receive therein an explosive charge, a

piston arranged to compress said charge, a

valve, together with suitable means to trans fer a portion of said compressed charge to an ad oining chamber, with means to retransfer said portion to a chamber, means to ignite, expand, and expel the said portion of said charge, and suitable means to ignite, expand, and expel or exhaust the un-transferred portion thereof.

10. In an? internal combustion engine of the reciprocating type, a cylinder adapted to receive an explosive charge, a piston therein arranged to compress said char e, and means embodying a rotary va ve adapted to receive and transfer to an ad joinin chamber aortion of said charge.

11. In an interna combustion engine of the reciprocatory type, a cylinder adapted to receive an explosive charge, a piston therein arranged to compress said charge, and rotary means .for dividing such charge into predetermined parts, one for immediate use and the remainder'for a separate operation in a cylinder, and re-transfer means for a divided portion of said charge toa cylinder.

, ferring a portion of the charge from said cylinder to another cylinder, means for varying the lead of said valve,and connections between said valve and the crank shaft.

14. In an internal combustion engine of the reciprocating type, a cylinder, with means embodying a rotary valve for transferring a portion of the charge from said cylinder to another cylinder, means for varying the lead of said valve, and connections between said valve and the crank shaft and constructed to actuate said valve 'at less than the crank shaft speed.

15. In an internal combustion engine of the reciprocating type, a cylinder, with means embodying a rotary valve for transferring a portion of the charge from said cylinder to another cylinder, means for varying the lead of said valve, connections between said valve and the crank shaft and constructed toactuate said valve at less than the crank shaft speed, and means for varying the lead of said valve.

16. In an internal combustionengine of the reciprocatory type, a cylinder adapted to receive an excessive explosive charge, and a single valve provided with means to divide, receive, separately segregate and return a portion of said charge to a cylinder.

17. In. an internal "combustion engine of the reciprocatory type, rotary means for dividing an explosive charge into predetermined parfs, one for immediate use in the cylinder in which it is compressed and the other separately segregated for successive operation.

18. In an internal combustion engine of the reciprocatory type, a cyliader, means for compressing therein an excessive explosive.

charge, rotary means for dividing said charge into predetermined parts and sepaforcompressing therein an excessive explo- 'SIVQ charge, and rotary means fo'r'separately segregating a portion of such charge for a successive operation.

20. In an internal combustion engine of the reciprocating type, a chamber adapted to receive an explosive charge, a piston arranged to compress said charge, means embodying a rotary valve adapted to receive and transfer to another chamber a portion of said compressed charge, and meansto retransfer substantially all of said portion to the aforesaid chamber to be ignited and expanded and the products of combustion expelled.

21. In an internal combustion engine of the reciprocatory type, a cylinder, means for the introduction and compression of an explosive mixture therein, and means embodying a chambered valve for the division and transfer and re-transfer of a portion of the charge compressed in said cylinder. a

22. In an internal combustion engine of the reciprocatory type, the combination with a cylinder, of means for compressing therein an excessive explosive charge, and means for dividing such charge into predetermined parts, one for imme iate use in said cylinder and the. other separately segregated,;for a successive independent operation in a cylinder, and; re-transfer means fora divided portion of said charge to a cylinder.

23. In 'an"internal combustion engine of the reciprocatory type, the combination with a cylinder, of means of compressing therein an excessive explosive charge and means for dividing said charge into predetermined parts, one part for immediate use and the other separately segregated for a separate day of My 1910.

transfer means for a divided portion of said.-

charge to a cylinder.

25. In an internal combustion engine of.

the reciprocatory type, a cylinder, means for compressing therein an excessive explosive charge, means for dividing said charge into predetermined parts and separately segregating the same for a successive independent operation in the cylinder, and re-transfer means fora divided charge to a cylinder.

26. In an internal combustion engine of portion of 'said the reciprocatory type, a cylinder, meansfor compressing therein an excessive explosive charge, means for separately segregating a portion of such charge for successive in ependent operation in a cylinder, and'retransfer means for a divided portion'of said charge to a cylinder. I

l Signed by me at Pittsburgh, Pa.', this30th FREDERICK COLLIER TYGARD.

Witnesses: I

H. L. Haemm, H. 1B. THOMA. 

